Transmission



March 24, 1942. y A. Y. DODGE TRANSMISS ION Filed April 27, 1940 5 Sheets-Sheet 1 MEV W N w HW MN \\N ll\ ww i D C MN E a 6 O o n h lu, i @HN 6N mw S, n W JQ Qhll nu QNX QN H1 S INVEN TOR. BY ,4p/H )20055 Q ,1: ai 71% ATTORNEl/.S

March 24, 1942.

A. Y. DODGE TRANSMISSION Filed April 27,4 1940 3 Sheets-Sheet 2 INVENTOR.

ATTORNEYJ' March 24, 1942. A. Y. DODGE TRANSMISS ION Filed April 27, 1940 3 Sheets-Sheet 3k A IN VEN TOR /qD/Z )./DOG E 7% f TT ORNE Y Parepted Mar. 24, 13942 UNITED STATES PATE-.iti OFFICE Application April 27, 1940, serial Np. 331,911 `s claims. (Cl. al1-189.5)

This invention relates to transmissions and more particularly to variable torque and speed transmissions adapted for use in automotive vehicles.

One of the objects of the invention is to provide a. transmission which has a plurality ofoperating ranges having diierent speed and torque characteristics. According to one important feature the transmission includes an infinitely variable speed device which may drive through a. reducing gear in one range and which may be connected in a two path arrangement with a differential gear set to drive in another range.

Another object of the invention is to provide a transmission including a variable speed device connectible to drive directly or in a two path arrangement in which the change in connections may be made by an operator at will.

Still another object of the invention is to provide a transmission including'a gear arrangement for forming a plurality of diiferent driving connections which embodies a minimum number of parts.

Still another object of the invention is to provide a transmission which will yieldingly resist rotation of the driven shaft to provide a braking effect. This is particularly useful in connection with vehicles descending steep grades or the like.

The above and other objects, advantages and novel features of the invention will be apparent from the following description ofthe embodiments illustrated in the accompanying drawings, in which:

Figure 1 is an axial section of a transmission embodying the invention;

Figure 2 is a partial view similar to Figure 1 illustrating another construction; and

Figure 3 is an axial section of still another construction.

The transmission illustrated'in Figure 1 comprises an outer casing Ill which may be mounted on a vehicle and which incloses an infinitely variable speed transmission illustrated generally at I I. The transmission Il includes a housing connected to the iianged end of a driving shaft I2, which may be the crank shaftof an internal combustion engine or the like. A series of impeller vanes I3 connected at their inner and outer edges by stamped rings I4 are secured in the-impeller casing. The inner ring I4 forms a part of a central core which is completed by a rotor ring I5 carryingan outer set of blades or vanes IB, and an inner set of vanes I1. The edges of the vanes I1 are supported on a hub member I8, which is splined to a sleeve I9. Be-

tween the sets of vanes I6 and I1 'there is mounted a set of stator vanes 2l) supported through a hub 2| on a combined one-way clutch and bearing 22 which permits the stator to turn forwardly, but prevents it from turning rearwardly.

Alined with the drive shaft I2 is anintermediate shaft 23 journalled at one end in therdriving shaft and extending through the sleeve I9. Theshaft 23 may be connected to the driving shaft by a clutch 24 controlled by a solenoid 25. As shown, the solenoid 25 is grounded on one side to the transmission casing, and is connected on its other side to a slip ring 26 engaged by a brush 21. The live side of a grounded circuit may be connected to the brush 21, Athrough a switch, lnot shown, which may be operated by an operator at any desired control point in the vehicle.

The shaft I9 is connected to one element of a dierential gear set shown as a ring gear 28 which meshes with one end of a series of elongated planet gears 29 carried by a gear carrier 30. The shaft 23 terminates in a sun pinion 3I also meshing with the planet gears 29. A second sun pinion 32 meshes with the planet gears 39, and is connected through a one-way clutch 33 with a brake drum 34. A brake 35 controllable by the operator is engageable with the brake drum 34 to hold it stationary when desired, and a similar brake 36 may be provided to engage and hold the ring gear 28.

The gear carrier is integrally connected to a shaft 31 which is formed with or connected to f' a driving pinion 38. The pinion 38 meshes with a pinion 40 formed on a sleeve on a lay shaft 4I, which sleeve has also formed thereon a second pinion 42. A driven shaft 43 coaxial with the shafts I2, 23 and 31, has splined thereon a driven gear 44 which is shiftable through a yoke mechanism or the like, not shown, into or out of mesh with the gear 42. The gears 38 and 44 carrying cooperating clutch members 45 may be directly connected when desired. A second shaft 4B parallel to the shafts 43 and 4I carries a reverse idler 41, which may be shifted into mesh with both the gears 42 and 44 to provide reverse drive when desired.

'I'he transmission as described provides four forward operating ranges and one reverse drive. In the rst range the pinion 44 is shifted into mesh with the gear 42, the brake 35 is engaged, and the clutch 24 is disengaged. In this position, torque from the shaft I2 is transmitted to -the impeller I3 and through liquid in the hydraulic torque converter II to the rotor I8 and sleeve I3 to drive the ring gear 28. Since the clutch 24 is disengaged the pinion 3I is free, but the pine ion 32 is prevented from reverse rotation by the one-way clutch 33 and the brake 35, so that the planet pinions 29 and the carrier 38 are caused to turn around the transmission axis at reduced speed. This drives the gear 38, which in turn drives the gears 48 and 42, and back to the driven shaft 43 through the driven gear 44. Thus the `driven shaft 43 will be driven at a greatly reduced speed and increased torque from the driving shaft I2. The speed and torque ratios will vary depending upon the driving condition in the hydraulic torque converter which varies automatically in accordance'with speed and torque load, the speed ratio varies from zero to substantially one to one.

A second and higher driving range can be obtained by shifting the gear 44 out of mesh with the gear 42 and to a position to engage the clutch 45. In this position the driving connections up to the gear 38 are identical with those described above, but torquefrom the gear 381s transmitted directly at one to one ratio through the clutch 45 to the driven shaft. 'This provides a somewhat higher speed range with torque multiplications occurring in the hydraulic torque converter II and in the gear sets 28-32.

A different driving range may be obtained by again shifting the gear 44 into mesh with the gear 42, disengaging the brake 35 and engaging the clutch 24. In this position the sun pinion 3I is driven directly by the driving shaft I2 and the ring gear 28 is driven as before through the hydraulic torque converter. Thus a two path drive of the type more particularly described and claimed in my copending application Serial No. I723,083, filed April 30, 1934, is provided for the carrier 38, and the shaft 31. The gear 38 will be Adriven at torque and speed ratios varying automatically up to one to one, and will drive the driven shaft through gears 48, 42 and 44 at reduced speed and increased torque.

The fourth speed ratio is provided by again shifting the gear 44 to engage the clutch 45. At this time the drive shaft .43 is connected to the driving shaft I 2 through a two path arrangement as described in my copending application Serial No. 123,083 at ratios up to substantially one to one.

For reverse drive the idler pinion 41 is shifted into mesh with both gears 42 and 44 to reverse the direction of drive from the gear 38 to the driven shaft 43. Two speeds of reverse may be obtained by engaging the brake 35 and disengaging clutch 24, or by `disengaging brake 35 and engaging clutch 24. The brake 35 may be employed to brake the ring gear 28 to facilitate shifting of the gear 44 and may also be utilized in braking the vehicle as for example, in descending steep grades. When this brake, 1s engaged the ring gear 28 is prevented from rotating and if the clutch 24 is also disengaged -no torque will be transmitted to the gear 38. Since there is, at this time, no load on the gear 38 or the associated gears 48, 42 or 44, they may readily be shifted as desired. In descending a steep grade where engine braking is desired, the brake 35 maybe engaged to hold the ring gear 28 stationary. At this time, assuming the clutch 24 to be engaged, the reaction torque from the driven shaft will be transmitted at an increased speed ratio to the driving shaft I2, so that engine braking will be fully eifective. At the Same time,

holding of the rotor creates an additional hydraulic braking in the torque converter tending to slow the vehicle.

An alternative or supplementary arrangement for braking the vehicle is shown in Figure 1 in the form of a brake 38' engageable with the outer impeller housing of the hydraulic unit I I. When brake 38 and clutch 24 are engaged as described above, the brake 36 may be utilized to increase the resistance to turning of the driving shaft. Preferably, however, the brake 35' and-clutch 24 are engaged when brake 35 is disengaged or omitted to stall the driving shaft. At this time rotation of the driven shaft turns the rotor at high speed through the gearing and circulates iluid in the vane circuit. The iluid reacts against the stalled impeller vanes and creates a high resistance to turning of the rotor and driven shaft. Still another method of hydraulic braking by locking the stator is disclosed and claimed in my copending application Serial No. 334,705, iiled May 13, 1948.

In operating the transmission of Figure 1 it is desirable to 'maintain a circulation of liquid through the hydraulic torque converter and for this purpose the meshing gears 38 and 48 are encased by a housing 48 so as to form a gear pump. The inlet of the gear pump may open into the lower portion of the gear housing and its outlet may be connected through a pipe 48 to a passage 58 formed in the housing I8. From the passage 58 liquid flows into the impeller casing of the torque converter II passing between the stator hub and the impeller casing and entering the fluid circuit formed by the vanes. Liquid will leave the circuit between the impeller and rotor vanes and will now through the various bearings around the shaft 23 and back to the gear casing. Thus, a constant circulation of liquid is `maintaetined through the torque converter at all times during operation, and the same liquid may serve to lubricate the bearings, gears, andother parts of the transmission. If desired, other liquid circulating systems such as that disclosed and claimed in my Patent No. 2,149,117

can be employed instead of that described above.

The transmission of Figure 2 includes gear parts substantially identical to those of Figure 1 and corresponding parts in both figures have been indicated by the same reference numerals. In this construction an electro-magnetic variable speed device is substituted for the hydraulic torque converter II and comprises a driving member 5I connected to the driving shaft I2. The member 5I carries a series of coils 52 which may be energized from any convenient source through a brush 53 and a slip ring 54 mounted on but insulated fromthe shaft I2. The driven member is connected to the sleeve I9 and comprises a head 55 carrying a series of bars 58 which may be alternately iron and copper bars, and which are short circuited at their ends by a ring 51. A stationary stator core 58 is shown mounted outside of the bars 58 and may carry a series of windingsexcited by the flux produced upon rotation of the bars 55.

The driving member 5I may be directly connected, when desired, to the shaft 23 through clutch 24 actuated by a coil 25 which is in turn energized through slip ring 25 and brush 21. A second clutch 53 controlled by a coil 58, which is energized through a slip ring 8I and brush 62, may be provided between the driving member 5I and the sleeve I8 to connect these to members directly when desired.

- reduced speed. If the stator core 58 is omitted the device will operate in the manner of a magnetic clutch to transmit the torque of the driving shaft to the ring gear 28 at reduced speed, but where the stator core 58 is provided it acts as a Vreaction member enabling the torque of the driving shaft to be multiplied. This range corresponds substantially to the rst and second ranges described above in connection with Figure 1.

When the clutch 24 is engaged the pinion 3| is driven directly by the driving shaft, and the ring gear 26 is driven through the magnetic device as described above. This provides a twopath power flow corresponding to the third and fourth ranges described in connection with Figure 1. Should it be desired, in either of the positions of clutch 24 to eliminate all slippage between the drive member and the driven member 56, clutch 59 may be engaged to connect these two members mechanically. If the clutch 24 is engaged simultaneously a direct one to one drive between the driving shaft I2 and the shaft 31 will be produced, while if the clutch 24 is disengaged the shaft 31 will be driven at reduced speed, and increased torque through the gears 28, 29 and 32.

The transmission illustrated in Figure 3 is substantially similar to that of Figure 1, and parts therein corresponding to like parts in Figure 1 have been indicated by the same reference numerals plus |06. In this construction, the hydraulic torque converter of Figure 1 is shown as being replaced by a hydraulic clutch I I which may be of the construction more particularly described and claimed in my copending application Serial No. 52,530, led December 2, '1935, including a series of impeller vanes I|3 and a series of rotor vanes ||6. The impeller casing in which the impeller vanes ||3 are carried is bolted to the driving shaft H2, and the rotor vanes are carried by a hub I I8` connected to the sleeve I|9. The sleeve ||8 is connected to a sun pinion |28 which replaces the ring gear 28 of Figure 1. The sun pinion |28 meshes with a series of idlers |65 which in turn mesh with the planet pinions |29. In this way the sun pinion |28 is made to act in substantially the same manner as the gear 28 of Figure 1. The clutch |24 is shown as being of the external contracting type actuated by a solenoid |25 supplied with current through a slip ring |26 and brush |21 and connects the shaft |23 on which the sun pinion |3| is carried to an extension ||2a of the driving shaft ||2. This clutch functions in a manner substantially similar to that of the clutch 24 of Figure 1.

In the construction of Figure 3, reverse drive is obtained through the same planet gear set by providing a ring gear |66 meshing with the elongated planet pinions |28 and carried by a cage |61 which terminates in a brake drum |68. A brake |69 controlled through a shaft |18 engages the drum |68 to hold it stationary when reverse drive is desired.

' The several forward speed ranges of the transmission of Figure 3 are substantially similar to those of Figure 1, one such range being obtained when the clutch |24 is disengaged, and the brake |25 is engaged, and the other two-path range being obtained when clutch |24 is engaged and 75 brake |25 is disengaged. For reverse drive the brake |69 is engaged holding the ring gear |66 stationary. If the clutch |24 is disengaged the pinion |28 will be driven by the rotor I6 through the sleeve ||9 and will drive the planet pinions |28 through the idlers |65. Due to the presence of the idlers |65 this will cause the pinions |29 and gear carrier |30 to planetate in a direction reverse to that of the gear |28 and to drive the shaft |43 in the reverse direction. Since the fluid clutch will transmit only engine torque to the shaft ||9 the engine may be operated at all times at a speed at which it will produce a relatively high torque and for some types of service this may be an advantage.

While several embodiments of the invention `have been shown and described in detail it will shaft to a driven shaft comprising a differential gear chain having one element connected to the driven shaft, an infinitely variable speed torquemultiplying device including a driving member connected to the driving shaft, a driven member connected to another element of the gear set and a reaction member forming a fulcrum for torque multiplication, said gear chain including an element held against rotation to provide a fulcrum for low range driving through the connections described above, and controllable clutch means to connect a third element of the gear chain to the driving shaft whereby by controlling said clutch means, the drives may be changed from the single path drive including said device and said gear set to a two path drive including said clutch means in one path and said device in the other to provide two-path higher range driving connections. Y

2. A transmission for connecting va driving shaft to a driven shaft comprising a differential gear chain having one element connected to the driven shaft, a hydraulic infinitely variable speed torque-transmitting device including a vaned driving member connected to the driving shaft, a vaned driven member connected to another element of the gear chain, and a vaned reaction member forming a fulcrum for torque multiplication, said gear chain including an element held against rotation to provide a fulcrum for low range driving through the connections described above, and controllable clutch means to connect the driving shaft to a third element of the gear chain whereby by controlling said clutch means, the drives may be changed from the single path drive including said device and said gear set to a two path drive including said clutch means in one path and said device in the other to provide two-path higher range driving connections.

3. A transmission for connecting a driving shaft to a driven shaft comprising a differential gear chain having one element connected to the driven shaft, infinitely variable speed electrical driving means including a driving member connected to the driving shaft and a driven member electrically driven by the driving member and connected to another element `of the gear chain, said gear chain including an element held against rotation to provide a fulcrum for low range driving through the connections described above, and controllable clutch means to connect the driving shaft to a third element of the gear chain whereby by controlling said clutch means, the drives may be changed from the single path drive including said device and said gear set to a two path drive including said clutch means in one path and said device in the other to provide twopath higher range driving connections.

4. A transmission for connecting a driving shaft to a driven shaft comprising a differential gear chainhaving one element connected to the driven shaft, infinitely variable speed electrical driving means including a driving member connected to the driving shaft, a driven member electrically driven by the driving member and connected to another element of the gear chain, and a reaction member electrically associated with the driving and driven members and forming a fulcrum for torque multiplication, said gear hainincluding an element held against rotation to provide a fulcrum for low range driving through the connections described above, and

drives may be changed from the single path drive including said device and said gear set to a two path drive including said clutch meansin one path and said device in the other to provide two-path higher range driving connections.

5. A transmission for connecting a driving shaft to a driven shaft comprising a hydraulic variable speed unit including a vaned driving member connected directly to the driving shaft and a vaned driven member, means connecting the driven member to the driven shaft, and a brake engageable with said driving member to restrain it and the driving shaft from rotation so that the hydraulic unit will act yieldingly to resist rotation of the driven shaft.

6. A transmission for connecting a driving 'shaft to a driven shaft comprising a hydraulic variable speed unit including a vaned driving member connected directly to the driving shaft the driven member to the driven shaft, vand a brake engageable with one of said members other than the driven member to restrain it\from rotation so that the hydraulic unit will act yieldingly to resist rotation of the driven shaft.

'7. A transmission for connecting a driving shaft to a driven shaft comprising an infinitely variable speed and torque unit having driving and driven members, a compound differential gear set comprising two sun gears, one ring gear and one set of planet gears meshing with both of said sun gears and with said ring gear, means connecting one sun gear to be driven by the driving shaft, the other sun gear being free to reond sun gear is held against rotation and to proi,

vide two paths of power ow when the second sun gear is free to revolve and said one sun gear is connected to the driving shaft.

8. A transmission for connecting a driving shaft to a driven shaft comprising an infinitely variable speed and torque unit having driving and driven members, a compound differential gear set comprising two sun gears, one ring gear and one set of planet gears meshing with both y of said sun gears and with said ring gear, means connecting one sun gear to be driven by the driving shaft, the other sun gear being free to revolve, one-way brake means to hold said other suni'gear against rotation in a reverse direction, the ring gear being connected to the driven member of said unit and the planet cage being connected to the driven shaft to provide a single variable path of power flow in series with a mechanical gear reduction when the second sun gear is held against rotation by said one-way brake, and to provide two paths of power flow when said one sun gear is connected to the driving shaft and the second sun gear is overrunning said one-way brake.

ADIEL Y. DODGE. 

